Position hold to structure/object feature for thruster equipped watercraft

ABSTRACT

A method includes receiving a position hold signal from a human-machine interface of a marine vessel; in response to receiving the position hold signal, monitoring sensor data from at least one sensor; determining a hold position based at least on the monitored sensor data; and selectively controlling a thruster system of the marine vessel to hold the marine vessel in the hold position using the monitored sensor data.

CROSS-REFERENCES TO RELATED APPLICATIONS

This patent application claims priority to U.S. Provisional PatentApplication Ser. No. 63/280,573, filed Nov. 17, 2021 which isincorporated herein by reference in its entirety.

TECHNICAL FIELD

The disclosure herein relates to marine vessels and, more particularly,to systems and methods for holding position of a marine vessel using amaneuvering thruster system.

BACKGROUND

V-hull low-speed or no-speed lateral boat control often utilizes a bowand/or stern thruster. A thruster is a small ducted prop driven by anelectric motor. Thrusters are mounted permanently into the bow of theboat near the keel (underwater). Thrusters allow an operator to controlthe position of the vessel by swinging the bow left and right while atdock, or in any other situation that calls for low speedmaneuverability. This movement is perpendicular to the axis of traveloffered by propulsion units, as thrusters are not used for forwardpropulsion.

Temporary docking is the act of maintaining a vessel position near adock, pier, jetty, boat, and the like, for the purpose of boardingand/or off-boarding. Current marine vessel operators, for temporarydocking, typically, hold the marine vessel by hand or utilizing lines(e.g., ropes and the like). Holding the marine vessel by hand involvesextra crew members and may require the strength to hold the marinevessel as well as the attention of the person(s) involved to stay ontask. The marine vessel may move around at a dock by the power of wind,current, wake, personnel movement within the marine vessel, and thelike. Inattention or lack of strength can result in damage to the marinevessel or safety issues (e.g., pinches, falls, and the like),particularly when boarding and/or off-boarding.

Using lines requires extra time and crew to attach lines at the variouspoints on the marine vessel and/or to a structure. Typically, the marinevessel is tied to the structure to keep a maximum distance with acushioned, protective bumper used to maintain minimum distance. Thismovement can again result in damage or safety concerns (e.g., pinchpoints when approaching the minimum distance and large gaps whenapproaching or at the maximum distances).

SUMMARY

This disclosure relates to marine vessel control.

An aspect of the disclosed embodiments includes a method for marinevessel position control. The method includes: receiving a position holdsignal from a human-machine interface of a marine vessel; in response toreceiving the position hold signal, monitoring sensor data from at leastone sensor; determining a hold position based at least on the monitoredsensor data; and selectively controlling a thruster system of the marinevessel to hold the marine vessel in the hold position using themonitored sensor data.

Another aspect of the disclosed embodiments includes a system for marinevessel position control. The system includes a processor and a memory.The memory includes instructions that, when executed by the processor,cause the processor to: receive a position hold signal from ahuman-machine interface of a marine vessel; in response to receiving theposition hold signal, monitor sensor data from at least one sensor;determine a hold position based at least on the monitored sensor data;and selectively control a thruster system of the marine vessel to holdthe marine vessel in the hold position using the monitored sensor data.

Another aspect of the disclosed embodiments includes an apparatus formarine vessel position control. The apparatus includes a processor and amemory. The memory includes instructions that, when executed by theprocessor, cause the processor to: receive a position hold signal from ahuman-machine interface of a marine vessel, the position hold signalindicating at least a hold distance between the marine vessel and anobject; in response to receiving the position hold signal, determine aninitial distance between the marine vessel and the object using sensordata from one or more sensors; in response to the initial distance beinggreater than the hold distance, selectively control a thruster system ofthe marine vessel, using at least one thruster of the thruster system,to propel the marine vessel toward the object; wait a delay period;determine a current distance between the marine vessel and the object;and, in response to a determination that the current distancecorresponds to the hold distance, selectively control the thrustersystem, using the at least one thruster, to hold the marine vessel inthe hold position.

These and other advantages and features will become more apparent fromthe following description taken in conjunction with the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosure is best understood from the following detaileddescription when read in conjunction with the accompanying drawings. Itis emphasized that, according to common practice, the various featuresof the drawings are not to-scale. On the contrary, the dimensions of thevarious features are arbitrarily expanded or reduced for clarity.

FIG. 1A is a front, elevation schematic illustration of a thrustersystem for a marine vessel according to the principles of the presentdisclosure.

FIG. 1B is a side, elevation, schematic illustration of the thrustersystem according to the principles of the present disclosure.

FIG. 2 is a schematic illustration of four of the thruster systems on atwo-pontoon boat to show the thrust direction of each thruster systemaccording to the principles of the present disclosure.

FIG. 3A is a diagram illustrating a first operating condition of thefour thruster systems according to the principles of the presentdisclosure.

FIG. 3B is a diagram illustrating a second operating condition of thefour thruster systems according to the principles of the presentdisclosure.

FIG. 3C is a diagram illustrating a third operating condition of thefour thruster systems according to the principles of the presentdisclosure.

FIG. 3D is a diagram illustrating a fourth operating condition of thefour thruster systems according to the principles of the presentdisclosure.

FIG. 4 is a schematic illustration of a three-pontoon boat to showthrust directions of each thruster system according to the principles ofthe present disclosure.

FIG. 5A is a perspective view of the thrust system according to oneaspect of the disclosure according to the principles of the presentdisclosure.

FIG. 5B is an elevation view of the thrust system of FIG. 5A, with anoutline of a pontoon tube according to the principles of the presentdisclosure.

FIG. 6A is a perspective view of the thrust system according to anotheraspect of the disclosure according to the principles of the presentdisclosure.

FIG. 6B is an elevation view of the thrust system of FIG. 6A, with anoutline of a pontoon tube according to the principles of the presentdisclosure.

FIG. 7A is a perspective view of the thrust system according to anotheraspect of the disclosure according to the principles of the presentdisclosure.

FIG. 7B is an elevation view of the thrust system of FIG. 7A, with anoutline of a pontoon tube according to the principles of the presentdisclosure.

FIG. 8A is a diagram of a portion of a bidirectional thrust systemoperating in a first rotational condition according to the principles ofthe present disclosure.

FIG. 8B is a diagram of the portion of the bidirectional thrust systemoperating in a second rotational condition according to the principlesof the present disclosure.

FIG. 9 is a perspective view of the thrust system having a step pocketon an outer portion of a pontoon according to the principles of thepresent disclosure.

FIG. 10 is a diagram view of a bidirectional thrust system, according toone example according to the principles of the present disclosure.

FIG. 11 is a diagram view of a thrust system having a belt with aplurality of paddles along a periphery of a pontoon, according to theprinciples of the present disclosure.

FIG. 12 generally illustrates a controller according to the principlesof the present disclosure.

FIGS. 13A-13D generally illustrate a thruster equipped marine vesselaccording to the principles of the present disclosure.

FIG. 14 generally illustrates an alternative thruster equipped marinevessel according to the principles of the present disclosure.

FIG. 15 generally illustrates an alternative thruster equipped marinevessel according to the principles of the present disclosure.

FIG. 16 generally illustrates an alternative thruster equipped marinevessel according to the principles of the present disclosure.

FIG. 17 is a flow diagram generally illustrating a marine vesselposition hold method according to the principles of the presentdisclosure.

FIG. 18 is a flow diagram generally illustration an alternative a marinevessel position hold method according to the principles of the presentdisclosure.

DETAILED DESCRIPTION

Referring now to the Figures, where the invention will be described withreference to specific embodiments, without limiting same, exemplaryembodiments of a maneuvering thruster system and method for shallowdraft marine vessels are illustrated.

Referring to FIGS. 1A and 1B, schematically illustrated is a thrustersystem for a marine vessel. The marine vessel may be any type of shallowdraft marine vessel, such as a pontoon boat, for example. As shown, thepontoon does not penetrate the water surface to a large depth. Theembodiments of the thruster system described herein provide operatorcontrol over maneuvers that are desired at or near a dock (or other lowspeed situation). Such maneuvers may include side-to-side movement thatis perpendicular to a propeller direction of the marine vessel.Additionally, small radius rotation of the marine vessel are alsocontrollable with the thruster system. These benefits are provided,while addressing the challenges posed by the aforementioned shallowdepth that is available.

The thruster system includes a motor that is an electric motor, adriveshaft operatively driven by the electric motor, and a rotatablemember driven by the driveshaft. In some embodiments, the motor may be ahydraulic, pneumatic, or other type of motor, so long as the motor candrive the driveshaft. The rotatable member is located within a pumphousing. The pump housing includes an intake opening that is defined ina bottom portion of the pump housing. By locating the intake opening onthe bottom portion of the pump housing, the low water depth penetrationis nullified, as the water is taken vertically upward into the pumphousing during rotation of the rotatable member. The pump housing alsoincludes a discharge opening located on a side portion of the pumphousing. Expulsion of the water through the discharge opening duringoperation of the pump creates a thrust force that is in a directionsubstantially perpendicular to the propeller direction of the marinevessel.

The overall thruster system may be mounted to any suitable portion ofthe marine vessel hull. As shown in the illustrated embodiment, thethruster system may be located within a thruster chamber of the pontoon.Alternatively, the thruster system may be mounted to a side of thepontoon. Regardless of the precise location of the thruster system, itis permanently mounted and does not require repeated manipulation to putit in place for operation.

Referring now to FIG. 2 , a two-pontoon configuration is shown.Specifically, a first pontoon and a second pontoon are included. In theillustrated embodiment, each pontoon includes a pair of thrustersystems. Each pair is spaced longitudinally along the pontoon from eachother, but the discharge openings of each pair are orientedsubstantially parallel to each other, such that each thruster system iscapable of providing a sideways directed thrust, i.e., substantiallyperpendicular relative to the main propeller thrust direction. It is tobe appreciated that embodiments having thrust directed atnon-perpendicular angles is contemplated.

FIGS. 3A-3D show four different operational conditions associated withthe two-pontoon—and four thruster system—configuration of FIG. 2 . Inparticular, FIG. 3A illustrates both thrusters on the first pontoonbeing on and both thrusters on the second pontoon being off. Thisoperational condition results in substantially translational movement ofthe marine vessel to one side (the right in the orientation of theFigures). FIG. 3B illustrates both thrusters on the second pontoon beingon and both thrusters on the first pontoon being off. This operationalcondition results in substantially translational movement of the marinevessel to the other side (the left in the orientation of the Figures).FIG. 3C illustrates the forward thruster on the first pontoon and therearward thruster on the second pontoon being on, with the rearwardthruster on the first pontoon and the forward thruster on the secondpontoon being off. This operational condition results in rotationalmovement of the marine vessel in a clockwise direction, as viewed in theFigures. FIG. 3D illustrates the forward thruster on the first pontoonand the rearward thruster on the second pontoon being off, with therearward thruster on the first pontoon and the forward thruster on thesecond pontoon being on. This operational condition results inrotational movement of the marine vessel in a counter-clockwisedirection, as viewed in the Figures.

While the above operational situations are specific to a four thrusterembodiment, it is to be understood that more or fewer thrusters may beincluded in other embodiments. Similarly, the thruster systems describedherein are not limited to use with a two-pontoon boat, or even to apontoon boat. For example, a three-pontoon configuration is illustratedin FIG. 4 . In the three-pontoon configuration, the outer pontoons,referred to as a first pontoon and a second pontoon, each include atleast one thruster system with respective discharge directions that areopposite to each other (i.e., outward from vessel). The middle pontoon,referred to herein as a third pontoon, includes a bi-directional (i.e.,reversible) electrically driven thruster. In another embodiment, thethird pontoon may include two unidirectional thrusters on opposite sidesof the third pontoon. The other thrusters are unidirectional to avoidmotor and component complexity.

FIGS. 5A-7B illustrate various embodiments of the thruster system. Eachembodiment includes the driveshaft operatively coupling the electricmotor to the rotatable member within the pump housing, an intake openingon the bottom portion of the housing, and a discharge opening on a lowerside of the pump housing. FIGS. 5 and 6 utilize a rotatable member thatcomprises an impeller. FIG. 7 illustrates a thruster system relying on aturbine wheel as the rotatable member.

FIGS. 8A and 8B illustrate a portion of the thruster system to show thebi-directional operational capability that may be utilized in someembodiments, as such capability may be effective on some hullconfigurations. In such embodiments, the openings (e.g., nozzles) areoriented in a downward angle, relative to horizontal. For example, theopenings may be angled between 5-10 degrees downward in someembodiments, and at about 7 degrees in some embodiments. Thus, thereduction in thrust from the Coanda effect could be avoided.

FIG. 9 illustrates a stepped-hull pocket that allows for clean waterflow over the intake at running speeds. The pedestal mount is a featurethat ensures the motor and electric components are kept out of watereven if the chamber housing leaks.

Some of the embodiments disclosed herein rely on a bottom suction/sidedischarge orientation. The water is pulled up vertically—orsubstantially—through the bottom of the hull into the housing, and thendirected back down and discharged out of the housing substantiallyperpendicular to the side of the boat hull. This jet of water causes theboat to react by moving in the opposite direction. This discharge willbe mounted very low in hull and ‘fan’ shaped in some embodiments toensure underwater operation. The fan nozzle cross-sectional area may beequal to the rotatable member diameter area to help reduce flowrestriction, or may be constricted to an amount to maximize thrust viathe Venturi effect.

FIG. 10 illustrates an embodiment of the thruster system that has theintake and discharge below the waterline. In this embodiment, thethruster system may include a tubular housing coupled to the pontoon andat least one rotatable member disposed within the tubular housing. Insome embodiments, the rotatable member is at least one bi-directionalimpeller that functions as an impeller in one direction of rotation andas a propeller in an opposite direction of rotation. As illustrated inFIG. 10 , the tubular housing may define an upwardly extending recess.The recess includes a height that is greater than a cross-sectionalwidth of the rotatable member in some embodiments. The recess may bedefined in various locations, so long as it is between a first housingopening and a second housing opening. For example, the recess may belocated in a generally center position below the electric motor andbetween the first housing opening and the second housing opening, asillustrated in FIG. 10 . The recess is configured to house the least onerotatable member. In practice, the recess is configured to allow air todischarge out of the tubular housing via the first housing openingand/or the second housing opening, and allow the water to fill a volumeinside the tubular housing and recess such that the rotatable member iscontinuously submerged in the water.

Referring further to FIG. 10 , the tubular housing may have a firsthousing opening that is proximate a first pontoon edge, a second housingopening that is proximate a second pontoon edge. A length of the tubularhousing is measured from the first housing opening to the second housingopening, wherein the length is substantially perpendicular to alongitudinal direction of the pontoon. In some embodiments, the firsthousing opening and the second housing opening may be at least onenozzle that is oriented in a marine vessel downward angle. For example,the openings may be angled between about 5-10 degrees in someembodiments, and at about 7 degrees in other embodiments, such that thereduction in thrust from the Coanda effect could be avoided. Inpractice, the first housing opening and the second housing opening mayboth operate as an intake and/or a discharge, depending on the rotationof the bi-directional impeller. It is generally contemplated that thetubular housing may include additional housing openings, such as a thirdhousing opening and a fourth housing opening, or additional openings, solong as the housing openings may operate as the intake and/or thedischarge. By defining a low intake and discharge, in tandem with thecontinuously submerged rotatable member, the thruster system is able tointake and discharge water below the water line without having to drawthe water substantially upwards towards the rotatable member.

Referring again to FIG. 10 , the thruster system may include a linearactuator. The linear actuator may be coupled to the drive shaft of themotor and to the tubular housing. In operation, the linear actuator canallow the tubular housing and the rotatable member coupled to the driveshaft to actively change position such that the rotatable member iscontinuously submerged in water. Additionally, the linear actuator maybe configured to fully retract the tubular housing and the rotatablemember to a non-use condition, wherein the tubular housing and therotatable member are above the waterline in the non-use condition.

FIG. 11 illustrates an embodiment of the thruster system that includes apaddle wheel defined along an outside periphery of the pontoon and atleast partially in operable contact with the water. In some embodiments,the paddle wheel includes a motor with an output shaft and a beltpulley, a belt disposed along the outside periphery of the pontoon,wherein the belt is driven by the motor via a coupling with the beltpulley, and a plurality of paddles coupled to an outside portion of thebelt, as illustrated in FIG. 11 .

The paddle wheel may be coupled to the outside periphery of the pontoonsuch that the belt is disposed on the pontoon and/or a belt guidecoupled to the pontoon, the motor is proximate the pontoon, and theplurality of paddles are coupled to the belt. In this embodiment, aportion of the paddle wheel will be at least partially below the waterlevel, such that belt and at least a portion of the paddles will becontinuously in contact with the water when the boat is deployed in thewater. In other configurations, the paddle wheel may be coupled to aninterior shaft that is disposed within a cavity defined within thepontoon and is concentric with the pontoon.

In this configuration, the belt may be coupled to an outside peripheryof the interior shaft, the plurality of paddles may be coupled to thebelt and extend outward from the outside periphery of the interior shaftand towards an inside surface of the pontoon, and the motor may bedisposed within the cavity. In yet other configurations, the paddlewheel may be mounted in a slot around the center axis of the pontoon,wherein the slot has a depth that is generally equal to a height of atleast one paddle. It is generally contemplated that a plurality ofpaddle wheels may be disposed throughout the boat. For example, a paddlewheel may be disposed on a front and/or rear portion of a first pontoonand/or a second pontoon.

Referring further to FIG. 11 , the paddle wheel is configured to move ina bi-directional manner, such that the paddle wheel may move in aclockwise or counter-clockwise direction. In particular, the outputshaft of the motor is configured to rotate in a bi-directional manner(e.g., clockwise direction, counter-clockwise direction), which in turn,allows the belt and the plurality of paddles to travel in either aclockwise direction or counter-clockwise direction around the outsideperiphery of the pontoon. This movement of the paddle wheel causes theplurality of paddles to contact the water and generate a force, whereinthe force causes the boat to move in an opposite direction. For example,the boat may have a first paddle wheel disposed on the front-portion ofa first pontoon and a second paddle wheel disposed on the rear portionof a second pontoon, wherein the first paddle wheel is rotating in aclockwise direction and the second paddle wheel in a counter-clockwisedirection, causing the boat to subsequently rotate, as illustrated inFIG. 3C.

In some embodiments, the systems and methods described herein may beconfigured to provide quick, automatic marine vessel positioning when inthe vicinity of a docking structure or other object including othervessels. The systems and methods described herein may be configured toprovide the automatic positioning without additional crew members. Thesystems and methods described herein may be configured to engage theautomatic positioning to maintain a position until disengaged.

The systems and methods described herein may be configured to reduce orprevent hard contact with the structure. The systems and methodsdescribed herein may be configured to maintain the marine vesselposition near the structure for easy boarding and/or off-boarding. Thesystems and methods described herein may be configured to reduce oreliminate the possibility of damage to the marine vessel or injury tothe crew.

In some embodiments, the systems and methods described herein may beconfigured to use the thruster system described herein or other suitablethruster system. For example, the systems and methods described hereinmay be configured to use one or more of at least one bow thruster, atleast one stern thruster, other suitable thrusters, or a combinationthereof.

The systems and methods described herein may be configured to use acontrolled axis, such as a port-starboard axis, as well as a centralaxis (e.g., which may allow the marine vessel to spin on center, as isgenerally illustrated in FIGS. 13A-13C).

In some embodiments, the marine vessel may include a controller, such ascontroller 100, as is generally illustrated in FIG. 12 . The controller100 may include any suitable controller, such as an electronic controlunit or other suitable controller. The controller 100 may be configuredto control, for example, the various functions of the marine vessel. Thecontroller 100 may include a processor 102 and a memory 104. Theprocessor 102 may include any suitable processor, such as thosedescribed herein. Additionally, or alternatively, the controller 100 mayinclude any suitable number of processors, in addition to or other thanthe processor 102.

The memory 104 may comprise a single disk or a plurality of disks (e.g.,hard drives), and includes a storage management module that manages oneor more partitions within the memory 104. In some embodiments, memory104 may include flash memory, semiconductor (solid state) memory or thelike. The memory 104 may include Random Access Memory (RAM), a Read-OnlyMemory (ROM), or a combination thereof. The memory 104 may includeinstructions that, when executed by the processor 102, cause theprocessor 102 to, at least, control various aspects of the marinevessel.

The controller 100 may receive one or more signals from variousmeasurement devices or sensors 106 indicating sensed or measuredcharacteristics of the marine vessel. The sensors 106 may include anysuitable sensors, measurement devices, and/or other suitable mechanisms.For example, the sensors 106 may include one or more, one or morehandwheel position sensors or devices, one or more motor position sensoror devices, one or more position sensors or devices, one or more lightdetection and ranging (lidar) sensors, one or more radio detection andranging (radar) sensors, one or more sound navigation and ranging(sonar) sensors, one or more optical sensors, one or more imagecapturing sensors, one or more real-time kinematic (RTK) sensors, one ormore global positioning system (GPS) sensors, one or more globalnavigation satellite system (GNSS) sensors other suitable sensors ordevices, or a combination thereof.

In some embodiments, the sensors 106 may be configured to interact withat least one RTK base and/or at least one target, such as a reflectivetarget, a magnetic target, a hi-contrast target, a radio-frequencytarget, a radio-frequency identification target, other suitable target,or a combination thereof.

In some embodiments, the controller 100 may interact with a humanmachine interface (HMI) 110. The HMI 110 may include any suitable HMI,such as a switch, a dial, an interactive display, and the like. The HMI110 may be disposed within the marine watercraft in a location suitablefor interaction with the HMI 110 by an operator of the marinewatercraft, as is generally illustrated in FIGS. 14-16 .

In some embodiments, as is generally illustrated in FIGS. 14-16 , thesensors 106 may be mounted on an outer perimeter of the marine vesseldirected outboard. When the operator engages the HMI 110, the controller100 may be configured to monitor the sensors 106, which may beconfigured detect the distance to the structure, such as the dock orother suitable structure or object.

The controller 100 may use thrusters 108, based on sensor data receivedfrom the sensors 106, to maintain the orientation of the marine vesseland the desired distance from the structure. The thrusters 108 may bedisposed in any suitable location on the marine vessel, such asproximate a bow of the marine vessel, proximate a stern of the marinevessel, and/or other suitable location, as is illustrated in FIGS.13A-13D and FIGS. 14-16 . Additionally, or alternatively, the thrusters108 may include any suitable thrusters, such as those described herein.

The controller 100 may determine whether the marine vessel is too close(e.g., within a threshold distance) to the structure. The controller 100may actuate or engage one or more thrusters 108 (e.g., directed in acorresponding direction), to distance the marine vessel from thestructure. Alternatively, if the controller 100 determines that themarine vessel is too far from the structure, the controller 100 mayactuate or engage one or more thrusters 108 (e.g., directed in acorresponding direction), to move the marine vessel closer to thestructure.

In some embodiments, the operator can set a desired distance from thestructure. This distance could be set to allow for easy boarding and/oroff-boarding and may be ‘taught’ to the controller 100 and stored in thememory 104 or other suitable memory, prior to engaging the HMI 110.

In some embodiments, the controller 100 may receive a position holdsignal from the HMI 110 of the marine vessel. The position hold signalmay indicate at least a hold distance between the marine vessel and anobject.

The controller 100 may, in response to receiving the position holdsignal, determine an initial distance between the marine vessel and theobject using sensor data from one or more sensors 106.

The controller 100 may, in response to the initial distance beinggreater than the hold distance, selectively control at least onethruster 108 to propel the marine vessel toward the object.

The controller 100 may wait a delay period (e.g., to account forunintended or delayed reaction movement of the marine vessel on thewater).

The controller 100 may determine a current distance between the marinevessel and the object.

The controller 100 may, in response to a determination that the currentdistance corresponds to the hold distance, selectively control the atleast one thruster 108 to hold the marine vessel in the hold position.

In some embodiments, the one or more sensors includes at least onesensor disposed on the object and at least one sensor disposed on themarine vessel.

In some embodiments, the controller 100 may use the sensors 106 tointeract with one or more targets, as described. The controller 100 maydetect the locations of the targets using the sensors 106. Thecontroller 100 may use the thrusters 108 to control the position of themarine vessel based on the detected target (e.g. to re-orient the marinevessel to the ‘proper’ predetermined orientation that facilitates theloading and/or off-loading of crew and/or gear and to maintainorientation).

In some embodiments, the controller 100 may use the sensors 106 todetect a RTK base mounted in the vicinity of the marine vessel. Forexample, the sensors 106 may include one or more rovers mounted to themarine vessel, as is generally illustrated in FIG. 16 . The controller100 may, based on the position information provided by the sensors 106(e.g., the rovers), hold the position of the marine vessel using thethrusters 108, as described. As described, the operator can set adesired distance from the structure. This distance could be set to allowfor easy boarding and/or off-boarding and may be ‘taught’ to thecontroller 100 and stored in the memory 104 or other suitable memory,prior to engaging the HMI 110.

In some embodiments, the controller 100 may be configured to, using thethrusters 108, hold the position of the marine vessel based on thelocation of the RTK base. In some embodiments, the marine vessel mayinclude two rover units installed on the marine vessel at a distancefrom each other to allow for proper orientation of the marine vessel inrelation to its position.

In some embodiments, the controller 100 may selectively control positionof the marine vessel using the thrusters 108 and/or a main propulsionunit (e.g., forward/reverse), which may allow the main propulsion unitto control another axis of control and the bow and sternorientation/position can be maintained. The marine vessel may includeelectronic shifting, and/or electronic throttle, and/or electronicsteering to allow for the main propulsion unit to be used to control theposition of the marine vessel, as described.

In some embodiments, the controller 100 may control positioning of themarine vessel (e.g., moving the marine vessel closer to or further awayfrom the structure or object, as described, using the thrusters 108and/or main propulsion unit) and/or may hold the position of the marinevessel using two or more sensors (e.g., including one or more of thesensors 106 and/or one or more other sensors), such as GPS, RTK, LIDAR,RADAR, proximity sensors mounted on the marine vessel and on matingfeatures including but limited to items such as a dock, bouy, othervessel, trailer, hoist, vehicle, shore, other structure, other object,and/or person. For example, the controller 100 may receive data from thesensors indicating a starting position identified by the operator on theHMI 110.

The starting sensor position or location may be provided controller 100as input via the HMI 110 or any analog or digital signal methodincluding manual switches, ISO CAN messages, blue tooth signals, and/orwireless signals from devices such as mobile computing devices, vehiclecontrollers, and/or other suitable computing devices. An end pointsensor position or location may be provided as input the controller 100via the HMI 110 or any analog or digital signal method including manualswitches, ISO CAN messages, and blue tooth signals, and/or wirelesssignals from devices such as mobile computing devices, vehiclecontrollers, and/or other suitable computing devices.

In some embodiments, the controller 100, in response to receiving thestarting and end point position sensor information, may calculate apositive position and/or a negative position. The controller 100 maycalculate a difference between the positive position and the negativeposition and a direction (e.g., right or left) between the startingpoint sensor location and the end point sensor location. The controller100 may use the difference and direction to calculate a gap or distancebetween the two sensors. The controller 100 may determine which of thethrusters 108 to control (e.g., including controlling direction, watervolume, and/or any other suitable aspect of the thrusters 108) to reducethe direction and difference between the two sensors to zero (e.g., orsubstantially zero) or other suitable value (e.g., such as a desireddistance between the marine vessel and the structure or object).

The controller 100 may control the determined thrusters 108 to achievethe reduction in direction and difference. For example, the controller100 may use a set of thruster gain adjustment tables (e.g., storing datacorresponding to thruster gain adjustments) to modulate the amount oftime the determined thrusters 108 are on to decrease the gap, distance,and direction between the starting position sensor and the end positionsensor (e.g., where a high gain setting corresponds to a relatively longthruster on time, and a low gain setting corresponds to a relativelyshort thruster on time). The thruster on time may be modulated by thegain table selected by the operator. A frequency used, by the controller100, to calculate the distance and direction differential may include afrequency preset during a setup operation or set by the operator whileoperating the marine vessel.

In some embodiments, in response to the differential gap and position iszero (e.g., or substantially zero) or other suitable value, thecontroller 100 may modulate an on and/or off time of the determinedthrusters 108 to maintain a zero (e.g. or other suitable value)difference between all sensors. The controller 100 may continue tocalculate the difference between the starting position sensor and theend position sensor until the starting and end position sensors are atzero (e.g., or other suitable value) for an operator defined time.

In some embodiments, the controller 100 may communicate with two or morepaired GPS pendant sets. One of the paired sets may include a pendantdisposed on the fixed structure with another pendant mounted or disposedon the front or other suitable location of the marine vessel.Additionally, or alternatively, another paired set may include onependent disposed on the fixed structure and another pendent mounted ordisposed on the rear of the marine vessel (e.g., or other suitablelocation). It should be understood that, while limited examples areprovided, the pendent sets may be disposed in any suitable locationincluding and/or instead of those described herein.

Each pendent set would provide, to the controller 100, distance and/orposition information. The controller 100 may use the distance andposition information to selectively control one or more of the thrusters108, as described, to move the marine vessel to a desired locationrelative to the fixed structure (e.g., or other object) and/or to holdthe marine vessel at a desired location.

In some embodiments, a base (attached to a fixed object) of a pendentset may determine position information for the pendent attached to thefixed object using GPS coordinate information. The paired pendentdisposed on the marine vessel may determine an initial position based onGPS coordinates and may, subsequently, use the base pendant (e.g.,attached to the fixed object) as a comparison (e.g., to determine theposition of the marine vessel relative to the base pendant). Thecontroller 100 may use any method (e.g., including the method 300described with respect to FIG. 18 ) described herein to maintain aposition of the marine vessel.

In some embodiments, the base pendants and/or the pendants disposed onthe marine vessel may be temporarily attached to the fixed object (e.g.,magnetically, if shielded, via a hanging lanyard, integrated into acushion and/or bumper, and/or using any other suitable technique) or byother means or permanently attached to the fixed object (e.g., using anadhesive, embedding the pendant into a portion of the structure orobject, and the like).

In some embodiments, the controller 100 may be configured to assist intrailering the marine vessel. For example, the controller 100 may useinformation from one or more pendant sets (e.g., disposed on the marinevessel and an associated trailer), reflectors mounted on the trailer,and the like to determine one or more positions of the marine vesselrelative to the trailer.

In some embodiments, the controller 100 may use the sensors 106 togenerate a rendering of the marine vessel and its position to itssurroundings. The controller 100 may display the rendering in real-timeat the helm on a multi-function display (MFD), other specialized HMI, orany suitable display. This may aid the operator in manual control of themarine vessel and/or verification of its position. It should beunderstood that the HMI could be mounted at helm, and/or incorporatedinto the MFD, and/or worn as pendant/belt on operators person, and/or beavailable on mobile computing device (e.g., such as using a mobileapplication). In some embodiments, the controller 100 may controlposition of the marine vessel further using an application on a mobilecomputing device in order to use WI/FI, and/or cellular data transitionto forward notifications about position of the marine vehicle, much likean alarm if limits are reached, and/or to log position to verifyposition and a condition of the marine vessel.

In some embodiments, the controller 100 may perform the methodsdescribed herein. However, the methods described herein as performed bythe controller 100 are not meant to be limiting, and any type ofsoftware executed on a controller or processor can perform the methodsdescribed herein without departing from the scope of this disclosure.For example, a controller, such as a processor executing software withina computing device, can perform the methods described herein.

FIG. 17 is a flow diagram generally illustrating a marine vesselposition hold method 200 according to the principles of the presentdisclosure. At 202, the method 200 receives a position hold signal froma human-machine interface of a marine vessel. For example, thecontroller 100 may receive the position hold signal from the HMI 110.

At 204, the method 200, in response to receiving the position holdsignal, monitors sensor data from at least one sensor. For example, thecontroller 100 may, in response to receiving the position hold signal,monitor the sensor data from the sensors 106.

At 206, the method 200 determines a hold position based at least on themonitored sensor data. For example, the controller 100 may determine thehold position based at least on the monitored sensor data.

At 208, the method 200 selectively controls a thruster system of themarine vessel to hold the marine vessel in the hold position using themonitored sensor data. For example, the controller 100 may selectivelycontrol the thruster system of the marine vessel to hold the marinevessel in the hold position using the monitored sensor data.

FIG. 18 is a flow diagram generally illustrating an alternative marinevessel position hold method 300 according to the principles of thepresent disclosure. In some embodiments, the controller 100 may beconfigured to provide a delay feature. For example, motion on water isrelatively difficult to achieve due to a delayed response to steeringand/or propulsion inputs (e.g., marine vessels often appear sluggish andare slow to change direction due to the inherent damping property ofwater). This may result in unpredictable outcomes and over-correctionwith human operators. The controller 100 may be configured to perform acontrol loop algorithm that allows for a closed loop operation.

The delay (td) may be added to various control inputs to compensate forthe increased inertial mass of the marine vessel and/or object undercontrol and the delayed reactions. This may allow the controller 100 tobehave in a “de-tuned” manner for improved performance and to avoidsystem over-shoot (e.g., which may be a relatively common issue withon-water navigation and control). The delay period may be increased ordecreased as appropriate to maintain smooth motion. The controller 100may be calibrated for the mass and geometry of the marine vessel and/orobject under control (e.g., including the addition of mass resultingfrom passengers and/or cargo, which may be detected by the controller100 using suitable weight or other sensors).

In some embodiments, the controller 100 may check a distance between themarine vessel and an object. The controller 100 may run or operate oneor more appropriate thrusters 108 for a set period (t_(r)) to attemptthe adjustment of the marine vessel to proper and/or desired distancefrom object. The controller 100 may delay for a set period (t_(d)). Thecontroller 100 may, for each subsequent operation, adjust the set period(t_(r)) and the set delay (t_(d)) to increase or decrease the motion.This will be based on the distance-to-go to achieve proper position.

For example, at 302, the method 300 sets an initial delay value (t₀)(e.g., using any suitable input or set value). For example, thecontroller 100 may set the initial delay value.

At 304, the method 300 may engage a hold operation (e.g., to hold aposition of the marine vessel). For example, the operator may use aswitch, button, or other suitable analog or digital mechanism to engagethe hold operation. A signal may be received by the controller 100indicating the operator desire to engage the hold operation. Thecontroller 100 may initiate the hold operation.

At 306, the method 300 checks a distance to an object. For example, thecontroller 100 may check a distance between the marine vessel and adesired or selected object (e.g., using any suitable sensors orinformation described herein).

At 308, the method 300 determines whether the object is detected. Forexample, the controller 100 may determine whether the object is detectedusing any suitable sensor or other information described herein. If thecontroller 100 detects the object, the method 300 continues at 310.Alternatively, if the controller 100 does not detect the object, themethod 300 continues at 304.

At 310, the method 300 determine whether a distance has been maintained.For example, the controller 100 determines whether a distance betweenthe marine vessel and the object is maintained. If the controller 100determines the distance is maintained, the method 300 continues at 318.Alternatively, if the controller 100 determines that the distance is notmaintained, the method 300 continues at 312.

At 312, the method 300 determines whether the hold operation is engaged.For example, the controller 100 may determine whether the hold operationis engaged. If the controller 100 determines that the hold operation isnot engaged, the method 300 continues at 320. Alternatively, if thecontroller 100 determines that the hold operation is engaged, the method300 continues at 314.

At 314, the method 300 activates propulsion for a period (t_(r)). Forexample, the controller 100 may control one or more thrusters 108 topropel the marine vessel for the period (t_(r)).

At 316, the method 300 applies a delay for a period (t_(d)). Forexample, the controller 100 may apply the delay for the period (t_(d)),which may include waiting the period (t_(d)).

At 318, the method 300 checks a distance between the marine vessel andthe object. For example, the controller 100 may determine a distancebetween the marine vessel and the object (e.g., structure or otherobject). The method 300 continues at 310.

At 320, the method 300 stops. For example, the controller 100 maydisengage the hold operation.

In some embodiments, a method for marine vessel position controlincludes: receiving a position hold signal from a human-machineinterface of a marine vessel; in response to receiving the position holdsignal, monitoring sensor data from at least one sensor; determining ahold position based at least on the monitored sensor data; andselectively controlling a thruster system of the marine vessel to holdthe marine vessel in the hold position using the monitored sensor data.

In some embodiments, the at least one sensor includes at least one of alight detection and ranging sensor, a radio detection and rangingsensor, a sound navigation and ranging sensor, an optical sensor, atleast one pendant set, and an image capturing senor. In someembodiments, the at least one sensor includes at least one of areal-time kinematic sensor, a global positioning system sensor, and aglobal navigation satellite system sensor. In some embodiments, the atleast one sensor is configured to interact with at least onereal-time-kinematic base. In some embodiments, the at least one sensoris configured to interact with at least one target. In some embodiments,the at least one target includes at least one of a reflective target, amagnetic target, a hi-contrast target, a radio-frequency target, and aradio-frequency identification target. In some embodiments, the thrustersystem includes at least one thruster disposed on the marine vessel. Insome embodiments, the at least one thruster is disposed proximate a bowof the marine vessel. In some embodiments, the at least one thruster isdisposed proximate a stern of the marine vessel.

In some embodiments, a system for marine vessel position controlincludes a processor and a memory. The memory includes instructionsthat, when executed by the processor, cause the processor to: receive aposition hold signal from a human-machine interface of a marine vessel;in response to receiving the position hold signal, monitor sensor datafrom at least one sensor; determine a hold position based at least onthe monitored sensor data; and selectively control a thruster system ofthe marine vessel to hold the marine vessel in the hold position usingthe monitored sensor data.

In some embodiments, the at least one sensor includes at least one of alight detection and ranging sensor, a radio detection and rangingsensor, a sound navigation and ranging sensor, an optical sensor, atleast one pendant set, and an image capturing senor. In someembodiments, the at least one sensor includes at least one of areal-time kinematic sensor, a global positioning system sensor, and aglobal navigation satellite system sensor. In some embodiments, the atleast one sensor is configured to interact with at least onereal-time-kinematic base. In some embodiments, the at least one sensoris configured to interact with at least one target. In some embodiments,the at least one target includes at least one of a reflective target, amagnetic target, a hi-contrast target, a radio-frequency target, and aradio-frequency identification target. In some embodiments, the thrustersystem includes at least one thruster disposed on the marine vessel. Insome embodiments, the at least one thruster is disposed proximate a bowof the marine vessel. In some embodiments, the at least one thruster isdisposed proximate a stern of the marine vessel.

In some embodiments, an apparatus for marine vessel position controlincludes a processor and a memory. The memory includes instructionsthat, when executed by the processor, cause the processor to: receive aposition hold signal from a human-machine interface of a marine vessel,the position hold signal indicating at least a hold distance between themarine vessel and an object; in response to receiving the position holdsignal, determine an initial distance between the marine vessel and theobject using sensor data from one or more sensors; in response to theinitial distance being greater than the hold distance, selectivelycontrol a thruster system of the marine vessel, using at least onethruster of the thruster system, to propel the marine vessel toward theobject; wait a delay period; determine a current distance between themarine vessel and the object; and, in response to a determination thatthe current distance corresponds to the hold distance, selectivelycontrol the thruster system, using the at least one thruster, to holdthe marine vessel in the hold position.

In some embodiments, the one or more sensors includes at least onesensor disposed on the object and at least one sensor disposed on themarine vessel.

The above discussion is meant to be illustrative of the principles andvarious embodiments of the present invention. Numerous variations andmodifications will become apparent to those skilled in the art once theabove disclosure is fully appreciated. It is intended that the followingclaims be interpreted to embrace all such variations and modifications.

The word “example” is used herein to mean serving as an example,instance, or illustration. Any aspect or design described herein as“example” is not necessarily to be construed as preferred oradvantageous over other aspects or designs. Rather, use of the word“example” is intended to present concepts in a concrete fashion. As usedin this application, the term “or” is intended to mean an inclusive “or”rather than an exclusive “or”. That is, unless specified otherwise, orclear from context, “X includes A or B” is intended to mean any of thenatural inclusive permutations. That is, if X includes A; X includes B;or X includes both A and B, then “X includes A or B” is satisfied underany of the foregoing instances. In addition, the articles “a” and “an”as used in this application and the appended claims should generally beconstrued to mean “one or more” unless specified otherwise or clear fromcontext to be directed to a singular form. Moreover, use of the term “animplementation” or “one implementation” throughout is not intended tomean the same embodiment or implementation unless described as such.

Implementations of the systems, algorithms, methods, instructions, etc.,described herein can be realized in hardware, software, or anycombination thereof. The hardware can include, for example, computers,intellectual property (IP) cores, application-specific integratedcircuits (ASICs), programmable logic arrays, optical processors,programmable logic controllers, microcode, microcontrollers, servers,microprocessors, digital signal processors, or any other suitablecircuit. In the claims, the term “processor” should be understood asencompassing any of the foregoing hardware, either singly or incombination. The terms “signal” and “data” are used interchangeably.

As used herein, the term module can include a packaged functionalhardware unit designed for use with other components, a set ofinstructions executable by a controller (e.g., a processor executingsoftware or firmware), processing circuitry configured to perform aparticular function, and a self-contained hardware or software componentthat interfaces with a larger system. For example, a module can includean application specific integrated circuit (ASIC), a Field ProgrammableGate Array (FPGA), a circuit, digital logic circuit, an analog circuit,a combination of discrete circuits, gates, and other types of hardwareor combination thereof. In other embodiments, a module can includememory that stores instructions executable by a controller to implementa feature of the module.

Further, in one aspect, for example, systems described herein can beimplemented using a general-purpose computer or general-purposeprocessor with a computer program that, when executed, carries out anyof the respective methods, algorithms, and/or instructions describedherein. In addition, or alternatively, for example, a special purposecomputer/processor can be utilized which can contain other hardware forcarrying out any of the methods, algorithms, or instructions describedherein.

Further, all or a portion of implementations of the present disclosurecan take the form of a computer program product accessible from, forexample, a computer-usable or computer-readable medium. Acomputer-usable or computer-readable medium can be any device that can,for example, tangibly contain, store, communicate, or transport theprogram for use by or in connection with any processor. The medium canbe, for example, an electronic, magnetic, optical, electromagnetic, or asemiconductor device. Other suitable mediums are also available.

The above-described embodiments, implementations, and aspects have beendescribed in order to allow easy understanding of the present inventionand do not limit the present invention. On the contrary, the inventionis intended to cover various modifications and equivalent arrangementsincluded within the scope of the appended claims, which scope is to beaccorded the broadest interpretation so as to encompass all suchmodifications and equivalent structure as is permitted under the law.

While the invention has been described in detail in connection with onlya limited number of embodiments, it should be readily understood thatthe invention is not limited to such disclosed embodiments. Rather, theinvention can be modified to incorporate any number of variations,alterations, substitutions or equivalent arrangements not heretoforedescribed, but which are commensurate with the spirit and scope of thedisclosure. Additionally, while various embodiments of the disclosurehave been described, it is to be understood that aspects of thedisclosure may include only some of the described embodiments.Accordingly, the disclosure is not to be seen as limited by theforegoing description.

What is claimed is:
 1. A method for marine vessel position control, themethod comprising: receiving a position hold signal from a human-machineinterface of a marine vessel; in response to receiving the position holdsignal, monitoring sensor data from at least one sensor; determining ahold position based at least on the monitored sensor data; andselectively controlling a thruster system of the marine vessel to holdthe marine vessel in the hold position using the monitored sensor data.2. The method of claim 1, wherein the at least one sensor includes atleast one of a light detection and ranging sensor, a radio detection andranging sensor, a sound navigation and ranging sensor, an opticalsensor, at least one pendant set, and an image capturing senor.
 3. Themethod of claim 1, wherein the at least one sensor includes at least oneof a real-time kinematic sensor, a global positioning system sensor, anda global navigation satellite system sensor.
 4. The method of claim 1,wherein the at least one sensor is configured to interact with at leastone real-time-kinematic base.
 5. The method of claim 1, wherein the atleast one sensor is configured to interact with at least one target. 6.The method of claim 5, wherein the at least one target includes at leastone of a reflective target, a magnetic target, a hi-contrast target, aradio-frequency target, and a radio-frequency identification target. 7.The method of claim 1, wherein the thruster system includes at least onethruster disposed on the marine vessel.
 8. The method of claim 7,wherein the at least one thruster is disposed proximate a bow of themarine vessel.
 9. The method of claim 7, wherein the at least onethruster is disposed proximate a stern of the marine vessel.
 10. Asystem for marine vessel position control, the system comprising: aprocessor; and a memory including instructions that, when executed bythe processor, cause the processor to: receive a position hold signalfrom a human-machine interface of a marine vessel; in response toreceiving the position hold signal, monitor sensor data from at leastone sensor; determine a hold position based at least on the monitoredsensor data; and selectively control a thruster system of the marinevessel to hold the marine vessel in the hold position using themonitored sensor data.
 11. The system of claim 10, wherein the at leastone sensor includes at least one of a light detection and rangingsensor, a radio detection and ranging sensor, a sound navigation andranging sensor, an optical sensor, at least one pendant set, and animage capturing senor.
 12. The system of claim 10, wherein the at leastone sensor includes at least one of a real-time kinematic sensor, aglobal positioning system sensor, and a global navigation satellitesystem sensor.
 13. The system of claim 10, wherein the at least onesensor is configured to interact with at least one real-time-kinematicbase.
 14. The system of claim 10, wherein the at least one sensor isconfigured to interact with at least one target.
 15. The system of claim14, wherein the at least one target includes at least one of areflective target, a magnetic target, a hi-contrast target, aradio-frequency target, and a radio-frequency identification target. 16.The system of claim 10, wherein the thruster system includes at leastone thruster disposed on the marine vessel.
 17. The system of claim 16,wherein the at least one thruster is disposed proximate a bow of themarine vessel.
 18. The system of claim 16, wherein the at least onethruster is disposed proximate a stern of the marine vessel.
 19. Anapparatus for marine vessel position control, the apparatus comprising:a processor; and a memory including instructions that, when executed bythe processor, cause the processor to: receive a position hold signalfrom a human-machine interface of a marine vessel, the position holdsignal indicating at least a hold distance between the marine vessel andan object; in response to receiving the position hold signal, determinean initial distance between the marine vessel and the object usingsensor data from one or more sensors; in response to the initialdistance being greater than the hold distance, selectively control athruster system of the marine vessel, using at least one thruster of thethruster system, to propel the marine vessel toward the object; wait adelay period; determine a current distance between the marine vessel andthe object; and in response to a determination that the current distancecorresponds to the hold distance, selectively control the thrustersystem, using the at least one thruster, to hold the marine vessel inthe hold position.
 20. The apparatus of claim 19, wherein the one ormore sensors includes at least one sensor disposed on the object and atleast one sensor disposed on the marine vessel.